Triple valve for air-brakes.



S. G. NEAL.

TRIPLE VALVE FOR AIB; BRAKES.

APPLIUATION FILED SEPT.12,1912.

- Patented Dec. 30, 1913.

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G. NEAL.

TRIPLE VALVE FOR AIR BRAKES.

- APPLICATION FILED SEPT.12,1912.

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3 SHEETS-SHEET 2.

S. G. NEAL.

TRIPLE VALVE FOR AIR BRAKES. APPLICATION FILED SEPT. 12, 1912.

1,082,758. Patented Dec. 30, 1913.

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SPENCER e. NEAL, or LOS ANGELES, GALIIF'ORNIA, Assrenon 'ro CALIFORNIA VALVE AND AIR BRAKE COMPANY, or LOS ANGELES, CALIFORNIA, A CORPORATION or CALIFORNIA.

TRIrLE' VALVE FOR AIR-BRAKES.

Specification of teeters Patent. I P t te 30, 1913 Application filed September 12, 1912. Serial No. 719,986.

To all whom it may concern: I

Be it known that I SPENCER N AL, a citizen of the United tates, residing in the city of Los Angeles, State of California,

have invented a new and useful Triple Valve for Air-Brakes,- (Case No. 7,) of

' which the following is a specification.

An object of the present invention is to improve in certain respects upon the triple valve described in my co-pending application, Serial No. 662,769, filed November 27 In a triple valve. constructed in accordance with the valve which forms the Sllb]6Ctmatter of said co-pending application, it is I found that, owing to the train pipe being the source of supply during service braking, it is necessary to enlarge the capacity of the train pipe, or increase the ratio of the train pipe capacity to that of the brake cylinder, to increase or decrease the brake cylinder pressure to any desired pressure between zero and a pressure at which the brake cylinder and train pipe pressures equalize.

In present braking systems, While descending long grades and a service application is required during prolonged periods, and after an application of the brakes has been made and when it is necessary to recharge t-he 'reservoirs, the brake cylinder pressures are retained on cars equipped with retainers by manually operating said retainers or by setting the hand brake by the train crew on cars not equipped with retainers. Further, the speed of the train is at times controlled by applying the independent air braking equipment on the locomotive, during wh1ch time the. triple valves have'gone to fullrelea'se and their respective reservoirs are being. re-charged.

Under the conditions set forth in the pre- I ceding paragraph with cars equipped with this triple and with cars equipped with other triples in the same train, the first raise intrain pipe pressure causes a graduated release through this triple valve and at the same time causes all other triples to go to full release. Therefore at this time all cars equip ed with this triple are maintaining a bra ing power in inverse proportion. to the increased train pipe pressure, during which time all other triples havefattained their recharging position, and pressure in their auxiliary reservoirs is being built up during the increase in train pipe pressure.

- When sufiicient successive graduated re- ;leases have occurred to'cause this triple (and the triple described in my co-pending application hereinbefore referred to) to go to full release, the train pipe pressure, and auxiliary reservoir pressures on other triples have been restored to a suflicient pressure to be able to secure plication of' the brakes. The result is a material reduction in the element of time when the train is without braking power, ;and an elimination of the necessity of retainers, the use of hand brakes or the hold- ;ing of the entire train by the locomotive.

Referring to the accompanying drawings, which illustrate the invention in the latest @and most improved embodiment thereof, Figure l is a transverse section on line w aofFig. 3; Fig. 2 is a transverse sec- Ition on line m'-w of Fig. 3; Fig. 3 is a iv'ertical mid-section of the complete .va'lve, on line v w of Fig. 7, showing the f parts in the full release position;. Fig. 4 is an enlarged sectional detail of the exhaust .valve 35 shown in the lower portion of Figs. 3 and. 7; Fig. 5 is an enlarged sectional view of the charging valve and means for cona re-service apis a vertical mid-section of the complete triple valve on line --m" w of Fig. 3; Fig. 8 is a reproduction of a portion of Fig. 7 showing parts in a different operative position; Fig. 9 is a detail plan view of the yoke 47 seen in section in Figs. 3 and 7;

Fig. 10 is an extended plan view to illustrate the braking. apparatus of a train of cars.

Referring in detail to the drawings, in Fig. 6 is shown a fragment of the train pipe 1, the volume of air in said train pipe being supplemented by the addition of train pipe capacity, preferably by the addition of a train pipe reservoir A, as shown, which is one of the novel features resulting in the operation of this triple with other triples now in general use. Said trainp-ipereservoir A communicates with the train "pipe 1 through a branch pipe B having thereon a cock C, which is closed if it is desired to cut out reservoir A.

D designates theti'iple valve, E the auxiliary reservoir, and F the brake cylinder;

cooperate with a hollow upright valve stem 6 provided with a reduced upper end upon which are screwed nuts 7. The main diaphragm 3 carries a sliding head 8 which as a working fit around the stem 6 and is provided with a downwardly facing valve seat 9, which coiiperates with the charging valve 11, which is a part of upright rod or stem 6. Said valve stem 6 forms a guide for the sliding head 8, so that the air pressures upon the diaphragm 3 may be utilized to positively open and close said valve 11.

Referring more in detail to the construction and operation of the valve device within the head 8, the hollow rod 6 is open at its lower end, but the bore in said rod terminates at a point a little below the valve 11 as indicated. by dotted lines in Figs. 3 and 7 As best shown in Fig. 5, air is admitted through inlets 12 into the upper portion of the bore of said rod 6. Said inlets 12 communicate with a clearance 14 around said valve 11. A plurality of ports 15 lead through the wall of the head 8 to admit air to said clearance 14, thence to the inlets 12 which communicate with the interior of the hollow rod 6. The upper portion of hollow rod 6 is provided with a somewhat reduced portion which forms the valve 11 already referred to.- Above said valve 11 the stem is provided with a more reduced portion 17, the clearance around which will conduct the air to chamber 4 from around the hollow rod 6 when the valve 11 is opened.

Beneath the main train pipe chamber 2 and separated therefrom by cross wall 19 is a chamber 21 having a vent port 22. Around the rod 6 is stuffing-box 23 to provide an air-tight fitting through wall 19.

The equalizing abutment 24 extends across the lower side of vent chamber 21 to separate said chamber from the equalizing chamber 25.

Hollow rod 6 has an enlarged portion 26 provided with the upper abutment flange or plate 27. The lower end of said rod screws into a valve cage 28, said valve cage being surrounded at the top by the lower abutment flange 29. The lower portion of said rod 6 is enlarged to form an annular shoulder 31 which abuts against the lower side of cross wall 19 to limit the upward travel of said rod. Said valve cage and rod aflord communication between said equalizing chamber 25 and train pipe chamber 2. Said valve cage 28 forms a smallv chamber 30, the outlet from which is controlled by a valve 32 l1aving a downwardly extending stem 33 carrying a plunger 34 slidable within said valve cage 28. Said plunger 34 carries at its lower end an exhaust valve 35 that opens and closes a vent 36. The valve cage 28 is provided with passages 28 below valve 32. Said valve 35 coiiperates with a valve seat 135. on the upper end of an externally threaded adjustable bushing 136. Said bushing 136 is retained in the adjusted position by a lock nut 137. Chamber 25 is inclosed by a casing 138 upon the lower end of which is screwed a protecting cap 3 139 having vent openings 141. Said valve 35 has a head 36 on the top of .which .isfa socket 37 (see Fig. 4) in which the lower end of plunger 34 is seated and to which said plunger. is connected by pin 38. A slight clearance is provided around each end of pin 38 and also around the lower end of plunger 34 in order to permit the valve 35 to adapt itself to its seat.

' By this'triple valve an emergency application of the brakes may be effected in a moderately quick manner or in a very sud-- den manner by an arrangement of parts that will presently be explained. The quick emergency application is made by the usual quick reduction of train pipe pressure, as applied by braking systems of the standard type now in use. Said quick emergency application is relied upon to adaptthis triple valve for. use on one or more cars in a train of cars part of which are equipped with brakes controlled according to the rinciples of other braking systems.

Referring now to the means alluded to in the preceding paragraph for eflecting the moderate emergency application of the brakes, an emergency abutment 39 separates the emergency train pipe chamber 40 from the emergency brake cylinder chamber 41. Said abutment 39 carries depending bars 42, said bars being suspended from a hollow stem 43, which is provided with a flange 44 at its lower end. Said stem 43 is screw-threaded and an abutment flange 45 screws thereonto against the diaphragm 39 to clamp said diaphragm against the flange 44.

The bars 42 are connected at their lower ends by a yoke 47, shown in detail in Fig. 9. Said yoke is provided with a slot 48 which receives a valve stem 49. The valve 51 is formed in one piece with said stem 49, said stem also carrying at its lower end valve 53. which is formed as a part thereof. Said valve 53 rests upon a seat 54 supported by cross-wall 55 which separates chambers 4 passage 40 by way of chamber 39 (see Fig.

7) Above chamber is a cross-wall 56 (see Fig. 7), which supports an annular shell 57 which forms the outer wall of an annular passage 57 The valve 51 is preferably provided with a winged portion which plays within and is guided byan externally threaded bushing 58, said bushing being screwed into a threaded bore formed transversely in a hollow arm 59, best shown in Fig. 7. Said arm 59 communicates with passage 61 that leads to the equalizing chamber 25.

The cross-wall 56 has openings 62 to afford free communication between chambers 39 and 40, air being supplied to said chambers from the train pipe by passage 40* to operate against the lower side of supplemental diaphragm 63 and against the upper side of diaphragm 39. Said diaphragm 63 carries a dome 64 having a flange 65 extending therearound near itsppen end. The thread ed clamping flange 66 screws onto the lower "end of dome 64 to clamp diaphragm 63 between said flanges 65 and 66. Said dome 64 has an internal groove 64 to form an air passage. Said dome 64-is oflset on opposite sides, as shown, to provide passages 67. (see Figs. 2, 7 and 8), which admits air from chamber 39? to valve 69 (see Fig. 7). As best shown in Figs. .2, 7 and 8, valve operating cross bar 68 extends through said dome 64, said cross bar moving valve 69 up and down together with diaphragm 63. Valve 69 is provided with a downward extension 69 slotted to receive a bar 68. Beneath said rod 68 a pin 69 extends across said slot. When said diaphragm 63 descends said cross bar engages said pin 69 to open said valve 69 by moving the same away from double valve seat 71. upper and a lower face and is formed in the bottom portion of a valve cage 72, a check valve 73 in the form of an inverted cup being seated upon the upper face of said double valve seat. Valve cage 72 has a plug cap to admit interior parts in assembling.

v Between the top of valve cage 72 and the inner top portion of dome 64 is a spiral spring 70, which restores dome 64 and the parts connected therewith upward. totheir normal position.

When the valve 69 descends from the lower face of its seat air pressure is admitted from below to lift the upper valve 73, thus permitting the .air to pass up into valve cage 72. Said valve 73 prevents brake cylinder air returning into the train pipe after an emergency application. Said valve cage 72 is formed with a cylindrical inner wall As shown in Fig. 1, said wall is provided with inwardly directed ribs 75, within which ,is slidably fitted the cup-shaped check valve 73. Around said wall 74 is an annular.

Said valve seat 71 has an check valve 73 (see Fig. 8) 'may escape from the open top of shell 74' and then descend around it through said space'74 and enter annular space 57 with a tubular extension 76, which forms the'inner wall of a channel 57" and also forms a guide for stem 43. Around said extension said valve cage is provided with a beveled joint f, which conforms to beveled seat 8 to facilitate assembling of the parts. The clamping nut 77 screws onto the lower end of said extension and abuts against cross gether. The '0l)j8Cl3 of thisconstruction being to make said connection tight at any circumferential point on said seat.

The two bridge walls 72 -unite wall 74 with the valve cage 72. The rod 68 lies immediately beneath said bridge walls and is capable of a slight vertical movement in a passage 68. (See Figs. 7 and 8.)

Dome 64 is provided with a restricted vent or leakage passage 7 9,through which air may leak into supplemental chamber 81 beneath cap 82. Said supplemental chamber 81 confines the air above supplemental diaphragm 63.

brakes is effected intthe very sudden manner already alluded to, train pipe air is sup- Figs. 2 and 7 the space within wall 74, pas- 57 and passages 84 and 84 (see Fig. 3), the latter passage opening into chamber 41. Communication is provided between emergency brake cylinder chamber 41 and the brake cylinder by brake cylinder passages 85 and 86. I

A strainer 87 is carried by a ring 88, said ring being fitted in an internal groove around the train pipe chamber 2. The central portion of said strainer is attached to an annular member 89, which fits closely ,around the lower end of head 8 beneath an .annular shoulder 91. Said strainer 87 will readily yield to allow the valve stem 6 to move to the limits of its travel. Said strainer keeps foreign matter entering from :the train pipe out of the working parts of :the. triple valve. The up and down movej ments of the central portion of said strainer 87 during the reciprocation of valve stem 6 cause a bending and straightening thereof,

eign matter collecting on its lower surface.

The variousdiaphragms (63, 39, 3 and 24) are represented by singlelines on account of the same being too thin to show in section on the scale of the drawings.

. The operation is as follows: Assuming 'space 74 so that air entering fromfbeneath Valve cage 72 is provided at its lower end wall 56 to draw said surfaces .9 and to- When an emergency application of the sages 74 (see Figs. 1, 2, 3, 7 and 8), passagewhich tends to free said strainer from for-- 74 at the lower end of which is formed the I double valve seat 71, already referred to. i

plied to the chamber 41 by means of what I term supplemental emergency passages, said passages comprising passages 67 (see the air pressure to be zero the train pipe, auxiliary reservoir, and various chambers of the triple valve, in order to charge the auxiliary reservoir and put the parts of the triple valve in full release position, the train pipe pressure is increased thus raising diaphragm 3 and valve stem 6 carried thereby until the shoulder 31 abuts against crosswall 19 anda farther upward movement of diaphragm 3 carries the valve seat 9 up and away from valve 11, thus moving the parts from theposition shown in Fig.5 to that shown in Fig.3. The increased air pressure in train pipe chamber 2 now forces air from the train pipe chamber 2 through the openings 15 of the head 8; thence up around the stem extension 17 into the auxiliary chamber 4. At the beginning of this operation the valve stem 6 is raised by the rapidly increasing air presure under diaphragm 3, causing the parts quickly to assume the position shown in Fig. 3, in whichposition valve 32 is closed, shutting off communication between-chambers 2 and 25, and vent 36 at the lower end of chamber 25 is opened. Air may .thus be admitted from the train pipe 1 to chamber 2, auxiliary chamber 4, and to the auxiliary reservoir. At this time the air also enters the emergency train pipe chambers 39 and 40 (by way of passage 40) and along the groove 64 and through leakage vent 79 to supplemental chamber 81 until the air pressure in all these passages and chambers attains the desired pressure, say, for example, 80 pounds per square inch. To make a service application of the brakes under these conditions, a reduction may be made in train pipe pressure as in present braking systems any desired amount, for example,

ten pounds per square inch with the result a that the pressure in the auxiliary chamber 4 retained upon the upper side of diaphragm 3 by valve 11 will overcome the pressure of seventy pounds remaining below said diaphragm in main train pipe chamber 2. Consequently the hollow rod 6 and parts connected therewith will descend until the valve 35 closes and the valve 32 opens. Air will now be admitted from the train pipe chamber 2 through ports 1 and hollow rod 6 past valve 32 out of .ports 28 into equalizing chamber 25 and thence through passage 61 (see 7) arm 59 and past valve 51 into emergency brake cylinder chamber 41. Air thus admitted, to chamber 41 will escape therefrom through passages 85 and 86 (see Fig. 3) to the brake cylinder. The feeding of air from the train pipeto thebrake' cylinder .in the manner just described will continue until suflicient pressure isbuilt up bevneath the equalizing abutment 24 to aid the reduced ftrainpipe pressure beneath diaphragm 3 sufiiciently to overcome the auxiliary reservoir pressure above said diaphragm 3 with the result that rod 6 will be 'mately a pressure of twenty raised thus closing the valve 32, thus pre' venting further admission. of air to the brake cylinder until another reduction of pressure is made in the train pipe. In making service application of the brakes, the train pipe reservoir A supplements the-volume of air in the train pipe,

In the embodiment of the invention illustrated in the drawings, the main abutment 3 is about twice as large as the equalizing abutment 24, therefore the reduction of train pipe pressure ten pounds as just described will cause approximately twenty pounds pressure to be built up in the brake cylinder and in the equalizing chamber 25 before there will be enough pressure beneath said equalizing abutment 24 to lift the rod 6 and close the valve 32. The reason for thusproportioning the abutments 3 and 24 1s to adapt the device for use on a train some of the cars of which may; be equipped with automatic braking equipment such as are at present ingeneral use, wherein the auxiliary reservoir contains from two to two and onehalf times the volume that is contained by the portion of the brake cylinder, into which air is admitted during the ordinary service application of the brakes. This variation 1n ratios is caused by variation in length of piston travel. Such a construction causes the reduction of train pipe pressure to build up a brake cylinder pressure of from two to two and a half times the amount of the train pipe pressure reduction at each service application of the brakes.

- Continuing again, with the operation of this triple valve, it will be seen that after the train pipe pressure has been reduced from eighty to seventy pounds and approxipounds thus built up in the brake cylinder, as described, before the valve 32 is brought to lap position, a-further reduction of train pipe pressure of another ten pounds will build the brake cylinder pressure up to'approximately forty pounds before the valve laps. Successive reductions-may thus be made until the brake cylinder pressure is built up to an lot equality with the reducedtrain pipe pressure. If, at any time before the brake cylinder pressure has been built up to a full equality with the train pipe pressure, it is desired .to partially release the brakes, the

train pipe pressure may be raised in train will be the reverse of the operation before described for service application of the brakes andtherefore a graduated release, as

well as graduated application, of the brake may be secured at any and all times.

If it is borne in mind that constant communication is maintained between the emergency train pipe chambers 39 and 40 and the main train pipe chamber 2 (see passage 40 of Fig. 7) it will .be seen that when the brake cylinder pressure is built up to an equality with the reduced train pipe pressure, the brake cylinder pressure in chamber 41 beneath the emergency diaphragm 39 will overcome the train pipe pressure above said diaphragm 39 thus lifting arms 42 and allowing valve 53 to open to admit auxiliary reservoir pressure to the emergency brake cylinder chamber 41 and thence to the brake cylinder through passages 85 and 86, thus making a service emergency (not the quick emergency, hereinafter described) applications of the brakes. The arms 42, immediately after opening the valve 53 lift the valve 51 and cut oil escape ofair from the emergency brake cylinder chamber 41 back to the equalizing chamber 25, thus guarding against the lower port 36 being opened by reason of excessive brake cylinder pressure below diaphragm 24, and consequent premature escape of brake cylinder air to the outer atmosphere.

From what has just seen that when the brakecylinders are filled with air from this service emergency application,'the valve operating rod 6 will have descended and the lower port 36 will be closed. Now, to release the brakes, the train pipe pressure will be raised until the same in the emergency train pipe chambers 40 exceeds the brake cylinder pressure in chamber 41, and as a result depressing diaphragm 39, and opens valve 51 and immediately thereafter closes valve 53. The effect of this operation will be to permit brake cylinder air to escape through the brake cylinder passages 86 and 85 chamber 41 and thence by .way of passage 61 to the lower chamber 25 and outer atmosphere through the open port 36, said port being opened as soon as the released brake cylinder pressure under'diaphragm 24 raises the valve operating means. At the .same time with the escape of the air from the brake cylinder as just described, the parts are brought to the position shown in full lines in Figs. 3 and 7 (full release position) and the charging operation may again be performed as has already been described.

Reference will now be made to the operation of the supplemental emergency means contained in chamber '81.

been said it will brakes, the moderate reductions made in the train pipe pressure do not operate supplemental emergency diaphragm 63, because the leakage passage 79 maintains approximate equalization of pressure on each side of said diaphragm. But when a very sudden reduction is..made in train pipe pressure, the pressure on the lower side of diaphragm 63 becomes reduced to an amount so much less than that in the supplemental emergency chan ber on the upper side of said diaphragm 63 that said diaphragm 63 operates and opens valve 69 against the train pipe pressure, the parts assuming the position shown in Fig. 8 and allowing air from the train pipe to pass from chamber 2 to chamber 39*; thenceby way of passages 67 and 68 (see Fig. 7), past valve 69,

past check valve 7 3 out theupper end of the' cylinder chamber 41, and thence to the brake cylinder through passages 85 and 86. The effect of this additional volume of train pipe air being conducted to the brake cylinder is to suddenly bring the brake cylinder.

pressure up, and at the same time quickly bring the train pipe pressure down, thus causing a quick equalization of train pipe and brake cylinder pressur'es. As a result of this equalization of train pipe and brake cylinder pressures, equal pressures will be established on opposite sides of diaphragm 39, so that the pressure of the parts carried by said diaphragm 39 will be nearly. removed from valve 53, allowing the pressure below said valve 53 to open the same to allow pressure from the auxiliary reservoir to enter'chamber 41 and pass thence to the brake cylinder to augment further the pres sure upon the brakes. At the same time the increasing air pressure in chamber 41w1ll cause diaphragm 39 to close valve 51 tightly.

By providingv the reservoirs A the supply of train pipe air immediately available for braking purposes .is greatly augmented locally, that is to say, for each braking unit and adjacent each triple valve. This prevents a too great depletion of the train supply and a too great reduction in the train pipe pressure during a service application. It is manifest that by providing this additional volume of air the train pipe pressure will not be materially reduced during ordinary light service applications. This is important for the reason that it permits cars equipped with my present braking system to be coupled in the same train with cars equipped with the ordinary Westinghouse braln'ng system, the reservoir A serving to supply the needed additional train pipe air for braking purposes and also serving to prevent a too great reduction in the train line pressure.

I claim:

. 1. In braking apparatus, a train pipe, a brake cylinder, means aliording communication between said train pipe and brake cylinder, means operated by reduction of train pipe pressure to open communication between the train pipe and brake cylinder,

the latter means being operated by brake cylinder pressure to close communication between the brake cylinder and train pipe, and an additional train pipe reservoir to supplement the volume of air in the train ing operated by brake cylinder pressure to in the train pipe.

close communication between the brake cylinder and tram plpe, and a train pipe reseryoir to supplement the volume of air in the train pipe.

3. In braking apparatus, a train pipe, a brake cylinder, a movable abutment operated by train pipe pressure, a valve operatively connected with said abutment to open and close communication between the train pipe and brake cylinder when the train pipe pressure is reduced, said valve being operated by brake cylinder pressure to. close communication between the brake cylinder and train pipe, and a train pipe reservoir to supplement the volume of air in the train pipe.

4. In braking apparatus, a train pipe, a brake'cylinder, means of communication between said train pipe and brake cylinder, means operated by a, reduction of train pipe pressure to open communication between the train pipe and brake cylinder, said last mentioned means being regulated by brake cylinde'r pressure, and a train pipe raervoir to supplement the volume of air in the train pipe.

5;. In braking apparatus, a train pipe, a

brake cylinder, a valve to control communication. between said train ipe and brake cylinder, means to open said valve by a reduction of train pipe-pressure, yielding means to opensaid valve, and a train pipe reservoir to supplement the volume of air 6. In braking apparatus, a train pipe, a

brake cylinder, means operating upon a reduction of train pipe pressure to open communlcation between said train pipe and brake cylinder to apply the brakes by train pipe pressure alone, a diaphragm operatlvely connected with said means, said diaphragm being exposed to brake cylinderpressure which actuates said means, and a train pipe reservoir to supplement the volume of air in the train pipe.

7. In braking apparatus, a train pipe, a

brake cylinder, an auxiliary reservoir, means afiording communication between said train pipe and brake cylinder, means operated by auxiliary reservoir pressure against brake cylinder pressure to open communication between said train pipe and brake cylinder while maintaining communication between the auxiliary reservoir and brake cylinder closed whereby the brakes will be applied by train pipe pressure alone, and a train pipe reservoir to supplement the volume of air in the train pipe.

8. In braking apparatus, a triple valve having an air valve, a cage for said air valve, said cage having a tubular extension, said extension forming a guide for parts of said triple valve which operate in conjunction with said air valve, a tubular support around .said cage to support said cage, there being an annular seat between said support and cage to permit the cage to seat thereon in operativecondition at any circumferential position, and means to clamp said cage down upon said support.

9. In a braking apparatus the combination of a train pipe, a brake cylinder, a triple valve adapted to release air from said train pipe into said brake cylinder to" apply the brakes, said triple valve being operated by variations of train pipe pressure, and a train pipe reservoir adapted to be placed in free open communication with the train pipe to increase the quantity of train pipe air immediately available forbraking puroses.

10. In a braking apparatus, the combination of a train pipe, a braking unit consisting of abrake cylinder, a triple valve connected to the train pipe and adapted to release an therefrom into said brake cylinder to apply the brakes, said triple valve being operated by variations of train pipe pressure and a train pipe reservoir in free open communication with the train pipe adjacent the triple valve and brake cylinder to increase the quantity of train pipe air immediately available for braking purposes.

11. In a braking apparatus the combinaand in communication with the trainpipe to increase the quantity of train pipe air immediately available for braking purposes.

12. In a braking apparatus, a train ipe,-

a brake cy1inder,.a triple valve to re ease alr from said train pipe into said brake cylinder, said triple valve beingoperated by tion of a train pipe, a brake cylinder, a

variations of train pipe pressure, and means in constant communication with said train pipe for increasing the amount' of train pipe air immediately available for braking purposes above the normal train line supply.

13. In a braking apparatus, a train pipe, a brake cylinder, a triple valve to release air from said train pipe into said brake cylininder, said triple valve being operated by variations of train pipe pressure, and means 1n constant communicatlon with the tram pipe to keep said train pipe supplied with p the necessary volume of air for eflective operation.

15. In a braking apparatus, a train pipe,

a brake cylinder, a triple valve to release air from said train pipe into said brake cylinder, said triple valve being operated by variations of train pipe pressure, and means in constant communication with said train pipe to augment the capacity thereof.

16. In a braking apparatus, a train pipe, a brake cylinder, a triple valve to release air from said train pipe into said brake cylinder, said triple valve being operated by variations of train pipe pressure, and means in constant communication with said train pipe to augment the capacity thereof, at a plurality of points in said pipe.

In testimony whereof I have hereunto signed my name in the presence of two subscribing witnesses at Los Angeles, in the county of Los Angeles and State of California, this 7th day of September, 1912.

SPENCER G. NEAL.

Witnesses:

GUY C. PIERCE, ALBERT H. MERRILL. 

